Remote vehicle hazard and communication beacon

ABSTRACT

A hazard beacon has an interface to a vehicle wiring harness configured to detect that vehicle emergency indicators have been deployed, a plurality of separately strobe capable light segments forming a hazard symbol, and a microcontroller controlling operation of the plurality of separately strobe capable light segments.

CROSS-REFERENCE TO RELATED CASES

This application is a continuation of U.S. patent application Ser. No.16/834,547 entitled REMOTE VEHICLE HAZARD AND COMMUNICATION BEACON filedon Mar. 30, 2020 which claims the benefit of U.S. provisional patentapplication Ser. No. 62/825,345 entitled REMOTE VEHICLE HAZARD ANDCOMMUNICATION BEACON, filed on Mar. 28, 2019, the contents of which arehereby incorporated by reference.

FIELD OF THE INVENTION

This disclosure relates to emergency or hazard lights for automobiles,RVs, trailers, motorcycles and vehicles in general, and, moreparticularly, to emergency or hazard lights that strobe and give visualdirection for increased safety and visibility. Even more particularly,this disclosure relates to systems and methods for convenient and safedeployment of enhanced vehicle emergency and hazard lighting systems.

BACKGROUND OF THE INVENTION

For non-emergency vehicles (e.g., passenger cars) standard emergency orhazard flasher lights provide a relatively low amount of visualdistinction compared with non-emergency lighting (e.g., headlights,daytime running lights, signal lights etc.). Solutions have beenprovided in the art including high visibility strobing systems such asthose described in U.S. Pat. No. 9,481,331 to Tucker et al. and U.S.Pat. No. 9,616,810 to Tucker et al.

In some cases, a user of a vehicle that is so equipped, mayinadvertently deploy a high visibility emergency strobe, or may deploy ahigh visibility strobe when conditions are not warranted. Over use ofhigh visibility strobes could have the effect of desensitizing thedriving public over time. In the short term, deployment of a highvisibility strobe may represent a distraction when a genuine emergencydoes not exist.

What is needed is a system and method for addressing the above andrelated problems.

SUMMARY OF THE INVENTION

The invention of the present disclosure, in one aspect thereof,comprises a device having a body comprising a plurality of selectivelylighted segments; and a tether connecting the plurality of lightedsegments to an electrical system of a vehicle. The plurality ofselectively lighted segments illuminate in a strobing manner in responseto a strobe signal from the vehicle electrical system.

In some embodiments, the device includes a microcontroller that receivesthe strobe signal and controls the illumination of the plurality ofselectively lighted segments in the strobing manner. The device mayinclude a power supply powering the microcontroller and the plurality ofselectively lighted segments when the tether becomes disconnected fromthe electrical system of the vehicle. The microcontroller mayautomatically illuminates the selectively lighted segments in a strobingmanner when the tether becomes disconnected from the electrical systemof the vehicle. In some cases, the microcontroller receives the strobesignal wirelessly.

The plurality of selectively lighted segments may form a shape ofcontrasting nested triangles. The device may include a stand that holdsthe body upright on a surface.

The invention of the present embodiment, in another aspect thereof,comprises a system having an interface to a vehicle wiring harnessconfigured to detect that vehicle emergency indicators have beendeployed, and a plurality of separately strobe capable light segmentsforming a hazard symbol. The device has a microcontroller controllingoperation of the plurality of separately strobe capable light segments.The microcontroller activates the plurality of separately strobe capablelight segments in a strobing manner in response to detection thatvehicle emergency indicators have been deployed.

In some embodiments, the interface to a vehicle wiring harness comprisesa wireless interface providing the detection that vehicle emergencyindicators have been deployed. In some cases, the interface to a vehiclewiring harness is a wired tether to the vehicle. The microcontroller maydetect disconnection of the tether and activates the plurality ofseparately strobe capable light segments in a strobing manner inresponse to detection of disconnection of the tether. The device mayinclude an on-board power supply that can power the microcontroller andthe plurality of separately strobe capable light segments.

In some embodiments, the hazard symbol formed by the light segments is awarning triangle. The plurality of separately strobe capable lightsegments may form a hazard symbol arranged into nested triangles havingcontrasting appearance when not illuminated. The plurality of separatelystrobe capable light segments may form a hazard symbol illuminated acontrasting appearance when strobed.

In some cases the plurality of separately strobe capable light segmentsforming a hazard symbol comprise a plurality of thin LED strips affixedwith respect to a panel of automotive glass on the vehicle. In somecases, they are translucent or transparent.

The invention of the present disclosure, in another aspect thereof,comprises a system having a plurality of light segments each beingcapable of steady state illumination, flashing illumination, andstrobing illumination, and a microcontroller that illuminates theplurality of light segments in a strobing manner in response to anemergency event indication from a vehicle. In some cases, themicrocontroller can receive the emergency event indication wirelesslyand via a tethered connection to the vehicle, and the microcontrollerstrobes the light segments in an alternating pattern to indicate adirection.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an exemplary placement of signal indicators andhazard flashers on a typical vehicle.

FIG. 2A illustrates an exemplary vehicle dashboard and exemplaryplacement of certain controls.

FIG. 2B illustrates an exemplary vehicle wiring harness and location fora strobe module to replace a flash relay.

FIG. 3 is a block diagram of a strobe module for vehicle hazard lightsaccording to aspects of the present disclosure.

FIG. 4 is a schematic diagram input/output diagram of a strobe moduleaccording to aspects of the present disclosure.

FIG. 5 is a wiring diagram of a two-pin flasher system.

FIG. 6A is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thegeneric two-pin flasher system of FIG. 5.

FIG. 6B is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thegeneric two-pin flasher system of FIG. 5 in a different manner.

FIG. 7 is a wiring diagram of a three-pin flasher system.

FIG. 8 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thethree-pin flasher system of FIG. 7.

FIG. 9 is a wiring diagram of a four-pin flasher system.

FIG. 10 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thefour-pin flasher system of FIG. 9.

FIG. 11 is a wiring diagram of a five-pin flasher system.

FIG. 12 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thefive-pin flasher system of FIG. 11.

FIG. 13 is a wiring diagram of an eight-pin flasher system.

FIG. 14 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into theeight-pin flasher system of FIG. 13.

FIG. 15 is a wiring diagram of a flasher system controlled by a bodycontrol module (BCM).

FIG. 16A is a wiring diagram showing an embodiment of a strobe moduleinstalled into the BCM controlled flasher system of FIG. 15.

FIG. 16B is a wiring diagram showing an embodiment of a strobe moduleinstalled into the BCM controlled flasher system of FIG. 15 viamodification of a microcontroller.

FIG. 17 is a timing diagram showing on and off states for left and rightsignal lamps over time in a left to right signaling pattern.

FIG. 18 is a timing diagram showing on and off states for left and rightsignal lamps over time in a right to left signaling pattern.

FIG. 19 is a state diagram corresponding to one method of operating astrobe module according to aspects of the present disclosure.

FIG. 20 is a block diagram of a strobe module according to aspects ofthe present disclosure.

FIG. 21 is a schematic input/output diagram of the strobe module of FIG.20.

FIG. 22 is a schematic diagram of an OR function implemented by a strobemodule of the present disclosure.

FIG. 23 is a wiring diagram of a strobe module of the present disclosureinstalled into a five-pin flasher system and additionally controlling ahigh center mounted stop lamp.

FIG. 24 is a wiring and schematic diagram illustrating furtherimplementation options for a strobe module of the present disclosureinstalled into a five-pin flasher system and additionally controlling ahigh center mounted stop lamp.

FIG. 25 is another wiring and schematic diagram illustrating furtherimplementation options for a strobe module of the present disclosureinstalled into a five-pin flasher system and additionally controlling ahigh center mounted stop lamp.

FIG. 26A is a wiring diagram illustrating a strobe module of the presentdisclosure controlling a high center mounted stop lamp and installedwith a BCM flasher system.

FIG. 26B is a wiring diagram showing an embodiment of a strobe modulehaving multifunction light control capabilities installed into a BCMcontrolled flasher system via modification of a microcontroller.

FIG. 27 is a frontal view of a remote vehicle communication and hazardbeacon according to aspects of the present disclosure.

FIG. 28 is a quartering perspective view of the remote vehiclecommunication and hazard beacon of FIG. 17.

FIG. 29 is a side view of a remote vehicle communication and hazardbeacon deployed from a vehicle onto a roadway according to aspects ofthe present disclosure.

FIG. 30 is a rear view of a vehicle with a pair of remote vehiclecommunication and hazard beacons mounted for storage or deployment inthe trunk according to aspects of the present disclosure.

FIG. 31 is a simplified wiring diagram for a remote vehiclecommunication and hazard beacon according to aspects of the presentdisclosure.

FIG. 32 is schematic diagram of the internal componentry of a hazardbeacon and its operation with respect to various activation strategies.

FIG. 33 is another frontal view of a hazard beacon according to aspectsof the present disclosure.

FIG. 34 is an outside view of a hazard beacon installed onto a vehiclewindow according to aspects of the present disclosure.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In various embodiments of the present disclosure, devices and systemsare implemented that provide enhanced visual communication cues viaexisting or replacement signal and/or hazard lights on an automobile.Signal and hazard lights in most cars cycle between light and dark at arate between once and twice per second or 1-2 Hz. Such a rate isbelieved to be adequate for signaling lane changes and othernon-emergency situations. However, existing cars and hazard lightflasher systems do not take in to account the need for, and benefit of,communicating an emergency situation utilizing an enhanced flash rate. Avehicle traveling 70 miles per hour will travel over 50 feet before a 2Hz cycle has completed one time. This distance can mean the differencebetween an accident and a close call. Further, reaction time and abilityto maneuver or stop must be taken into account. The quicker a drivertakes notice of a problem, the more likely he or she can still have timeto avoid a serious accident.

For purposes of the present disclosure, an enhanced flash rate is onethat is perceptibly altered, or has at least a component of the flashingcycle that is increased in flashing speed, from the high end of thenormal flash rate of about 2 Hz. Such flash rate may be referred to as a“strobe” instead of a flash or signal for purposes of the presentdisclosure. In some embodiments, a strobe has a cycle rate of 3 Hz orabove (although slower rates may still be considered “enhanced” or“strobing” so long as there is a perceptible increase in rate over thatof a typical signal light). In other embodiments, the strobe rate is 4Hz or above, representing a doubling of the fastest typical vehiclesignal light or hazard light flash rate. It is believed that the fastera light strobes with adequate delineation and contrast between light anddark periods, the more attention grabbing the light is perceived to be.Accordingly, in another embodiment, the strobe rate is 6 Hz, or a factorof three faster than the fastest flash rate expected to be encounteredfrom a standard signal or hazard light. In further embodiments, thestrobe rate is 8 Hz or above.

It should be understood that lighting patterns may be produced thatcomprise strobed illumination (e.g., light and dark cycles repeating at2 Hz or more) interspersed with longer dark or non-illuminated periods.For purposes of the present disclosure, the term strobe encompassespatterns of flashing lights, part of which are strobing per thedefinition above, and part of which may be dark or non-illuminated,steady state illuminated (at full or partial maximum output), or flashedat a rate that is slower than a strobe. The term strobe should also beunderstood to encompass patterns that contain strobing portions ofvarying frequency. A non-limiting example of such a pattern would startflashing at 2 Hz and increase over time to 8 Hz or more before repeatingor moving to another pattern. It should also be understood that, invarious embodiments of the present disclosure, signal lights (e.g., leftand right signal) are maintained at the normal 1-2 Hz, while emergencyor hazard flashers are deployed at a strobing rate or in a strobingpattern. Moreover, as described in detail below, a normal slower flashrate may be optionally available when the hazard flashers are deployed.

Emergency vehicles have been quipped for many years with brightly andrapidly cycling lighting systems. These have been based on complexmechanical systems involving rotating reflectors and the like thatincrease apparent flash rate beyond what is normally achievable withtraditional incandescent based circuitry. Unfortunately, such systemswere specialized add on equipment to the basic underlying vehicle, andnot normally available or cost effective for the general public toutilize, even for legitimate purposes. Newer systems based on lightemitting diodes (LEDs) are available but, again, are specializedequipment, typically added to a vehicle after it leaves themanufacturer, and requiring separate controls, circuitry, and possiblypower supplies from what is available from a factory vehicle.

A traditional signal light system for a consumer automobile, and itsassociated hazard flashing system, has a flash rate on the order of 1-2Hz. This was originally based in part on the use of incandescent lightbulbs in the older systems (typically 6V or 12V bulbs), which rely oninternal filaments that heat up and glow in order to operate. Thefilaments do not glow sufficiently to be able to provide appropriatevisual cues until power has been applied a sufficient amount of time.Further, they do not stop glowing instantaneously when power is removed.Thus, the rate at which the signal light or hazard flashers could becycled was limited. Other limitations existed based on the fact that theoriginal circuitry driving the flashing operation was based on analogthermal switches or other electromechanical components, which could notdrive incandescent bulbs much beyond around 2 Hz. For purposes of thepresent disclosure, an existing vehicle circuit implementing theperiodic activation of lights for signaling or hazard indications(whether based on thermal switches or otherwise) is referred to as aflasher module or relay, signal module or relay, or blinker module orrelay.

Strobe lights based on exclusively on analog circuitry have beenavailable for some time but require arrangements of transformers toproduce voltages on the order of hundreds of volts, capacitors, anddelicate gas discharge tubes to operate. Again, none are suitable forconsumer use with ordinary automobiles.

LED lighting systems have now made their way to many vehicle models asstandard equipment. LED upgrade kits are available for older and newermodel cars as well. However, the operation of the LED lighting systemsoperates in the same manner and provide the same functions that wereavailable with the incandescent lighting systems (albeit at greaterefficiency and/or intensity).

In various embodiments, the present disclosure provides systems andmethods that are capable of providing strobing effects in existinglighting systems for factory standard automobiles. Such systems andmethods rely on existing wiring, LED lights, and controls (switches,etc.). In other embodiments, the systems and methods of the presentdisclosure are applicable to vehicles produced without LED lights, butwhich have been upgraded from the basic incandescent bulbs, at least sofar lights for which strobing effects are sought. The existing wiringmay be employed in such embodiments and the existing controls areutilized. In other words, embodiments of the present disclosure providefor strobing effects of vehicle signal lights, brake lights, or otherexisting lights to be available to a driver or vehicle occupant and tobe operable with existing and familiar hazard light switches or otheractivation means. Automatic deployment of strobing effects can be tiedto signals received from existing vehicle control or safety systemscorresponding, for example, to air bag deployment, ABS activation, hardbraking, rollovers, etc. It is also possible to add at least someautomatic deployment features for older vehicles based on the use ofseparate accelerometers not present in the existing vehicle systems.Various embodiments of the present disclosure can be installed orimplemented at the time of manufacture as factory standard equipment, orentirely as an aftermarket system relying on factory installed controls,wiring, and to the extent possible, existing bulbs.

Referring now to FIG. 1, exemplary placement of various signal lightsand/or hazard lights is shown on a typical automobile 100. It should beunderstood that the terms automobile, car, and vehicle, are usedinterchangeable herein, and the systems and methods of the presentdisclosure are equally applicable to all of these. The terms, lamp,light, indicator, flasher, signal and blinker as used in the presentdisclosure in the context of the strobing systems presented hereinshould be understood to mean an LED light placed appropriately on avehicle or automobile 100 to be visible to other drivers or observersoutside the vehicle. FIG. 1 shows the automobile 100 from side, front,and rear views. A left front indicator light 102, left side indicatorlight 104, and left rear indicator light 106 can be seen at typicallocations on the automobile 100. Similarly, along the right side of theautomobile 100 are right front indicator light 108, right side indicatorlight 110, and right rear indicator light 112. It should be understoodthat the placement of the indicator lights is for illustration only, andthe present disclosure is not limited to the placement shown. On most,if not all, available vehicles, the left front indicator light 102 andright front indicator light 108 will generally be toward the front ofthe automobile 100, visible to facing or oncoming traffic. These aregenerally forward of left side indicator light 104 and right sideindicator light 110 (if the vehicle is so equipped) which are visiblefrom the sides of the automobile 100. The left side indicator light 104and/or right side indicator light 110 may also be mounted on the body ofautomobile 100, rather than on the mirrors, or on another location.Finally, left rear indicator light 106 and right front indicator light108 are generally mounted rearward on the 100 so as to be visible totraffic behind the automobile 100.

In addition to the vehicle lights that are normally deployed as part ofthe signal light or hazard flasher system, vehicles typically haveadditional lights that are dedicated to other purposes. For example,headlights 112 are provided as standard equipment. Fog lights 114 may bestandard, optional, or aftermarket. Brake lights are standard equipmentas well. Rear brake lights on some vehicles serve a dual purpose andfunction as part of the existing signal or hazard flasher system.Vehicles of recent years provide a center high mounted stop lamp (CHMSL)120 that functions along with the other brake lights. The CHMSL 120 isnot normally shared with any other vehicle function (except as providedherein). After market light bars or light strips 122 can be added tomost any vehicle. Although, as explained below, certain embodiments ofthe present disclosure are intended to operate only through standard orfactory installed vehicle lights, it should be understood thataftermarket or add-on lights can be controlled as well. An after-marketor add-on light should not be confused within the present disclosure forwhat are later referred to as auxiliary or multi-purpose lights.Auxiliary and/or multi-purpose lights, within the present disclosure,specifically denotes lights for which a use is already designated by thevehicle (e.g., an CHMSL) but which may be additionally or supplementallydeployed or activated by systems of the present disclosure.

As described above, the various indicator lights, marker lights, orother vehicles lights may be LED lights or may have originally beenincandescent bulbs (or a mixture of the two) that have been changed outfor LED lights in order to allow effective strobing, as provided byvarious embodiments of the present disclosure. In various embodiments ofthe present disclosure, the existing location, placement, and color oflights is retained as the vehicle was manufactured, or would bemanufactured, without any of the systems of the present disclosure.

Referring now to FIG. 2A, a vehicle dashboard 202 is shown. Thedashboard 202 is meant to represent any vehicle dashboard as are widelyknown to the public. A turn signal stalk 204 is generally provided tothe left of the steering wheel and operated to activate signal lights.Normally, movement of the turn signal stalk 204 downward indicates aleft hand signal and movement of the turn signal stalk 204 upwardindicates a right hand signal. Upon activation and the appropriatesignal lights are illuminated in a slow, periodic flashing manner.

A hazard flasher button 206 may be located at various locations on theinterior of a vehicle. Here, the hazard flasher button 206 is shown inthe center of the vehicle dashboard 202 but it could be placed on asteering column, below the vehicle dashboard 202, or elsewhere.

Embodiments of the present disclosure are designed to work with theexiting signal and hazard light controls (e.g., the turn signal stalk204 and hazard flasher button 206) such that a driver or user does nothave to learn or remember any separate controls. As described below,some embodiments of the present disclosure allow a selection of variousstrobe or flashing lights to be implemented. These may be implemented bysequential presses of the hazard flasher button 206. No separate manualcontrols are needed or provided. Thus, the user is not presented with aconfusing array of options or controls during an emergency and does nothave to suffer any unwanted modifications that are visible on theinterior of the vehicle.

Referring now to FIG. 2B, an exemplary vehicle wiring harness 208 andlocation for a strobe module to replace a flash relay is shown. Thewiring harness 208 is shown as only that portion of the harness thatinterconnects with a strobe module 300 according to aspects of thepresent disclosure. It should be understood that the wiring harness mayrun throughout a vehicle and may be constructed of multiple separatepieces. According to embodiments of the present disclosure, a strobemodule 300 replaces an existing flasher relay device and provides astrobing circuit for the hazard lights in an existing vehicle. Thestrobe module 300 may even be mounted in the same location as theoriginal relay. In some embodiments, the strobe module 300 ispin-compatible with an existing connector 214 on the wiring harness 208and performs all of the functionality described below relying on thepower, signaling, and other connections provided via the wiring harness208. In other embodiments, an adapter (not shown) may interpose thestrobe module 300 and the wiring harness connector 214 such that asingle embodiment of a strobe module 300 can be connected to a widevariety of vehicles and wiring harnesses.

In some embodiments, as explained below, the strobe module 300 may notbe able to provide the full contemplated functionality interfacing tothe vehicle exclusively via the wiring harness 208. In such cases,additional leads may be routed to power, ground, or wherever needed. Inembodiments where a body control module (BCM) is present, the strobemodule 300 may have little or no interaction to the vehicle via theconnector 214, but may be spliced and wired into the vehicle at aconvenient location to receive output from the BCM and drive theassociated vehicle lights (as described further below).

For purposes of the present disclosure, any electronic orelectromechanical mechanical device with control or programmable control(whether or not reprogrammable) over the signal lights or hazard lightsof a car is considered a BCM. A BCM may incorporate one or more siliconbased processors, microprocessors, controllers, microcontrollers, chips,gate arrays, or other logical devices. In some cases, the BCM maycontain relatively complex multifunctional components such assystem-on-a-chip devices. Additional names or designators for a BCM mayinclude, but are not limited to, computer, control unit, electroniccontrol unit (ECU) body computer, body computer module, body controller,body control module, and on board controller. The BCM may or may notcontrol additional aspects of the vehicle in addition to hazard orsignal lights.

An existing mounting point 210 may be provided on the vehicle forphysically locating and affixing the original flasher relay. The samelocation 210 may be used to store and secure the strobe module 300. Inembodiments where the strobe module 300 interfaces with the vehicle atleast partially via the wiring harness 208, the mounting point may benear the connector 214.

Referring now to FIG. 3, a block diagram of a strobe module for vehiclehazard lights according to aspects of the present disclosure isdisclosed. Arrows in FIG. 3 are indicative of direction of signaling,information, or power flow. In the embodiment of FIG. 3, the primaryfunctionality of the strobe module 300 is provided by a microcontroller302. The microcontroller 302 may be a general purpose microcontrollerthat is suitable to the environment in which is it used (e.g., a vehicleinterior or engine compartment). The microcontroller 302 may beprogrammed using, for example, assembly language or a higher levellanguage when suitable. In some embodiments, the microcontroller 302 maybe less advanced than a general purpose microcontroller and may comprisea field programmable gate array (FPGA) or the like. An applicationspecific integrated circuit (ASICS) may also be used.

It will also be appreciated that a system-on-a-chip device might beemployed to fulfill the functions of the microcontroller 302 as well asproviding integrated memory and storage, I/O ports, D/A, A/D, timingfunctions, and the like. In some cases, wireless communicationcapabilities may even be provided on a single chip. Such an embodimentis within the scope of the present disclosure and simply moves certainaspects or functions of the strobe module 300 from the variousindividual components as described herein and consolidates them onto asingle silicon device.

In the illustrated embodiment of FIG. 3, the microcontroller 302receives input from an analog input block 304. The analog input block304 provides signal connections to those automobiles relying on older ortraditional analog blinker or hazard flasher modules. The analog inputblock 304 provides the appropriate leads and connections to mimic theinterface to the automobile of various legacy flasher systems (e.g., viathe connector 214). These include, for example, existing 2, 3, 4, 5, or8 pin flasher schemes. Exemplary detailed wiring diagrams for thesesystems are explained below. However, in each case, the functionality issimilar. The strobe module 300 operates on the basis of themicrocontroller 302 reading or accepting the signals or voltages thatwould normally be provided to the existing flasher module or relay andreplicating the appropriate output signal or voltage at output signalblock 308, which connects to the downstream electrical componentsresponsible for illuminating the relevant signal light (in many cases,the only existing downstream component will be the bulb or LED that isvisible to other drivers). For example, a driver may flip a signal lightstalk upward to signal a right turn. This would normally send a signalin the form of a voltage to the flasher relay. In response, the existingsignal or hazard module would provide the traditional periodicillumination of the relevant signal lights. A driver may also deploy ahazard light switch, and in response, the existing hazard module wouldprovide periodic illumination of all signal lights. The strobe module300 replicates this functionality as a replacement for the existinghazard or signal module. However, in the event that hazard lights areactivated (as indicated on the analog input block 304), themicrocontroller 302 is programmed to deploy the signal or hazard lightsin a strobing fashion.

As described, a strobing light appears substantially different than anormal flashing light as have been seen to date on automobiles. However,since strobing lights are attention grabbing devices associated withhazardous conditions, it may be a better choice not to strobe therelevant lights when a simple signal light is indicated on the analoginput block 304. Accordingly, the microcontroller 302 may be programmedto flash, rather than strobe, the relevant lights or LEDs when a turnsignal is indicated when such a distinction is supported by the existingvehicle wiring.

In some embodiment, the strobe module 300 is deployed or implemented ina newer automobile that may utilize a computer or set of computers thatcontrol non-engine related functions referred to as a body controlmodule (BCM). In such cases, the signal stalk and the hazard flasherbutton may be connected directly to the BCM, which then deploys thesignal lights as signal lights (one side only) or as hazard lights (bothsides simultaneously). It is possible to implement the systems of thepresent disclosure by initial programming (or reprogramming whereallowed) of the BCM. However, on vehicles that are already built and onthe road, access to, and reprogramming of, the BCM is generally timeconsuming and cost prohibitive to a degree it may not be likely to gainwide acceptance. Further BCM schematics and programming routines arerarely made public. Accordingly, the strobe module 300 may have a BCMinput block 306 instead of (or in addition to) the analog input block304.

The BCM input block 306 may comprise a series of leads that are wired tointercept the outputs from the existing BCM that drives the vehiclesignal and hazard lights. When the microcontroller 302 detects that theBCM indicates a signal light, it may utilize the output signal block 308to activate the relevant lights in the traditional signaling manner. Onthe other hand, if the microcontroller 302 detects on the BCM inputblock 306 that the BCM indicates a hazard flash, the output signal block308 will be used to drive the strobing effect on the exterior lights asdescribed.

The output signal block 308 provides electrical connections to each bulbor LED that forms an existing part of the signal or hazard flashersystem of the automobile into which it is installed. Such connectionsmay include connections to lights visible outside the car, as well asindicator lights visible to the driver. The microcontroller 302 may ormay not have the capacity to directly drive the LEDs comprising theflasher or signal system of the car. Consequently, as is known in theart, amplifiers, relays, or other circuitry that is capable of drivingthe LEDs in the required manner may comprise the output signal block308, which, in turn, drives the LEDs.

A power supply module 310 may be integrated with the strobe module 300to power the microcontroller 302, output signal block 308, and/or othercomponents. The power supply module may be configured to draw power fromthe existing 12 volt system of the vehicle. In another embodiment, itmay draw power from a regulated accessory bus (e.g., 5 V, 12 V, orother).

Power management circuitry 312 may be provided for converting voltagefrom that received by the power supply module 310 to that utilized bythe other components of the strobe module 300. The power managementcircuitry 312 may also prevent power surges or spikes from reaching themicrocontroller 302 and other sensitive components. In some embodiments,battery back-up may be provided the microcontroller 302. Where spaceand/or battery capacity permit, a backup battery could even drive theLEDs via the output signal block 308 when the vehicle electrical systembecomes exhausted or fails due to damage sustained, for example, in acrash.

The microcontroller 302 may be configured to communicate with variousexisting vehicle subsystems for automatic deployment of strobing lights.For example, in the event of an air bag deployment, the emergency lightsmay be set to strobe. Similarly, if a deployment of an anti-lock brakesystem or stability system is detected, the microcontroller 302 mayactivate strobing lights. In some embodiments, deactivation of thestrobing lights may be automatic as well based on information receivedfrom other vehicle subsystems.

In other embodiments, the strobe module 300 has one or more on-board(not presently shown) accelerometers that detect rapid acceleration (ordeceleration), skids, overturns, and other non-typical driving maneuversand can deploy strobing lights without input from the driver. Themicrocontroller 302 can be programmed such that the strobing ceasesautomatically upon resumption of a normal speed or orientation for thevehicle, or they may remain activated until the microcontroller 302 isreset (for example, by a press of the hazard light switch by the driveror occupant).

In some cases, it may be desirable to allow reprogramming of themicrocontroller 302 after installation. Accordingly, the strobe module300 may be equipped with a wireless module 316. The wireless module 316may be a Bluetooth module that can communicate in an ad hoc fashion witha variety of devices. The wireless module 316 could also be an IEEE802.11 or “WiFi” enabled chip to take advantage of the WiFi networkprovided by some newer cars or mobile hotspots. The wireless module 316can allow reprogramming of the microcontroller 302 even if the strobemodule 300 is installed in a location in the vehicle that is difficultto access.

The wireless module 316 may also be used to interface with Bluetooth®equipped LED modules installed in place of original incandescent LEDsignal or flasher lights. In such embodiments, the LED lights may behaveas customary flashing signal or hazard lights unless instructed via thewireless module 316 to strobe. Naturally, such a solution requiresadditional circuity at each LED or bulb location and may be morecumbersome to install and maintain. However, such a configuration wouldhave the advantage of allowing the existing signal and hazard lightswitch gear to remain in place. In such an embodiment, some or all ofthe output signal block 308 of the strobe module 300 may be eliminatedand the wiring passing to the signal or hazard lights may simply be apass-through arrangement. The input for the microcontroller 302 may thenbe gathered from the analog input block 304 and/or BCM input block 306.A simple determination of which line or signal was active would be allthat is needed in such an embodiment since the signal is passed“downstream” to the lights. The microcontroller 302 still determineswhether to deploy a strobe or traditional flash based upon detection ofwhether a signal or hazard light was indicated. Further, in this andother embodiments, various capacities of the strobe module 300 might beturned on or off by a user via the wireless module 316.

Referring now to FIG. 4, a schematic input/output diagram of the strobemodule 300 according to aspects of the present disclosure is shown. InFIG. 4, arrows around the periphery of the strobe module 300 indicatewhether the associated connection is an input or output. For example,inputs received from existing vehicle controls (e.g., hazard switchinput high 408) are shown with an inward facing arrow.

It will be appreciated that a number of existing vehicle signal andhazard light wiring schemes are in existence, whether on an analog basisor on the basis of utilizing a newer BCM. Accordingly, in order to workwith a wide array of vehicles, various embodiments of the presentdisclosure may have different pinouts and wire compatibilities. In someembodiments, leads that are not used are simply ignored. However, whereit is more economical to do so, various embodiments of the presentdisclosure may be built with only the ports, pins, and wiring needed forthe immediate application for which it is intended. In such case, afit-list might be developed alongside that specifies, for particularembodiments, those makes and models of vehicle with which it iscompatible. After describing the inputs and outputs that are available,a number of examples are given below as to how various embodiments ofthe present disclosure are adapted to work with various wide spreadwiring schemes currently in existence.

An ignition connection 402 may be provided as a part of the power supplymodule 310. The 202 provides indication to the microcontroller 302 thatthe vehicle is switched on (normally, signal lights do not deploy whenthe vehicle ignition is off, but hazard lights do). A separateconnection to power, battery connection 404 is also provided and allowsfor deployment of certain function (e.g., strobing hazard lights) whenthe ignition of off. The ignition connection 401 may also be part of thepower supply module 310. A ground lead 406 is also provided. In someembodiments, ground is provided via the connector 214, but in otherembodiments, it is a separately attached lead to the strobe module 300.

Forming a part of the analog input block 304 may be leads or connectionsfor hazard switch input high 408, hazard switch input low 410, left turnsignal switch 412, and right turn signal switch 414. Two hazard switchinput options are provided to account for the fact that in some existingsystems the existing relay is activated by providing a high voltage tothe relay. In others, the activation lead remains high unless the relayis to be deployed to flash the hazard lights. In such case, a ground orlow voltage signal indicates hazard deployment. By providing both hazardswitch input high 408 and hazard switch input low 410 leads, the strobemodule 300 is compatible with both types of systems.

The strobe module 300 can be programmed to be capable of multipleflashing and strobing patterns. For example, a single press of theexisting hazard switch might be intended to signal the traditional slowcycling flash. A second press would be intended to select a high speedstrobe. Therefore, when various embodiments of the strobe module 300 areinstalled, a driver or passenger can deploy hazard lights in the mannerin which they are accustomed. This also eliminates the need for separateswitches or controls to gain full functionality of what is considered avehicle safety system.

Hazard switches on certain vehicles provide two discrete positions (highand low). Typically, hazard flashers in such systems are deployed whenthe button is pressed and then remains depressed. Such switches actuallyactivate the existing flasher relay by operating as a power switch. Asecond press releases the switch to the high position and depowers thehazard lights. The strobe module 300 may still be configured to operatewith such systems, even so far as providing both flashing and strobing,or multiple strobing patterns. The strobe module 300 in such case may beprogrammed to “count” the number of presses, or transitions from on tooff and vice versa provided via the legacy two-position switch. Relyingon the battery connection 404 and/or the on board battery to keep themicrocontroller 302 and other components powered the strobe module 300provides the programmed or desired operations notwithstanding that theexisting relay may have been powered only by the power flowing throughthe existing switch.

The lead for the left turn signal switch 412 and the right turn signalswitch 414 act to inform the strobe module 300 when left or right turnsignals are activated. As described above, the strobe module 300 mayactivate the left or right turn signals in response to movement of theexisting turn signal stalk in a manner that replicates the existingslower flash of the turn signals, or a strobing flash.

In embodiments where the strobe module 300 interfaces with a BCM, theBCM input block 306 provides a front left lamp input 418 and a frontright lamp input 420. A rear left lamp input 422 and rear right lampinput 424 are also provided. If the vehicle is so equipped, a leftmirror lamp input 426 and right mirror lamp input 428 may be provided aswell. Since the BCM controls input or interface with the driver (e.g.,via the turn signal stalk), the strobe module 300 may not receive anydirect indication of the stalk position, nor of the position of thehazard light switch. Instead, the strobe module 300 may infer what thedriver is doing based upon these inputs from the BCM. For example, iflights on one side or the other of the vehicle are activated based onthe BCM inputs, the strobe module 300 simply replicates those outputsvia the output signal block 308. On the other hand, where lights forboth sides of the vehicle are activated at once, the hazard lights havebeen deployed. The strobe module 300 will then use the output signalblock 308 to effect a strobe on the vehicle's signal lamps.

For ease of understanding, in FIG. 4, output signal block 308 is shownsplit into left and right components or left and right LED groups.Lights associated with the left side of the vehicle may be controlled bya left mirror lamp output 416, a front left lamp output 430, a rear leftlamp output 432, and/or a combination meter left output 434. The outputsignal block 308 has a similar set of outputs for the right side of thevehicle including a right mirror lamp output 436, a right front lampoutput 438, a rear right lamp output 440, and/or a combination meterright output 442. It is understood that not all of these outputs will beemployed in every installation or in every embodiment of the strobemodule 300. For example, if a vehicle does not have a lamp associatedwith the left hand mirror, the left mirror lamp output 416 will beabsent, or simply left unconnected. It is also understood that each ofthese outputs are equipped with whatever additional circuitry is neededto adequately drive the associated LEDs being activated.

The strobe module 300 also provides two additional signal outputs thatare utilized with certain existing vehicle wiring systems as will beexplained below. These include a turn signal out indicator 444 and ahazard signal out indicator 446. The signals output on the turn signalout indicator 444 and hazard signal out indicator 446 are controlled bythe microcontroller 302 as with the other outputs.

Referring now to FIG. 5, a wiring diagram of a two-pin flasher system isshown. The system shown in FIG. 5 is an existing two-pin flasher systemand is denoted as such in the present disclosure by virtue of the factthat the existing hazard flasher 506 interacts with the remainder of thesystem via only two-pins as explained herein. In the present case, thetwo pins represent an input from power and an output to the light orlights to be flashed. It should also be understood that otherconfigurations for two-pin flasher systems may also exist. The system of

FIG. 5 utilizes a pair of similar thermal cycling switches 504, 506 thatcontrol turn signals and hazard flashers, respectively. The turn signalflasher 504 may connect to power via fuse box 502 and be wired such thatpower is available only when the associated vehicle ignition switch isturned on. The hazard flasher 506 may be connected to fuse panel 502such that power is continuously available to the hazard flasher 506.Activation of the hazard flasher may be controlled by switch 501 whichbegins thermal cycling of the hazard flasher 506 providing power andillumination to left rear lamp 106, left front indicator light 102,right front indicator light 108, and right rear indicator light 112. Aninstrument cluster 510 may be provided with a left turn indicator 512and a right turn indicator 514. When the circuit has been placed undercontrol of the hazard flasher 506 by the switch 501, both of the turnindicators 512, 514 may flash periodically in unison. Where the turnsignals are also utilized as hazard flashers, a multi-function switch500 may be provided for turning on and off the turn signal flasher 504as well as directing current to the appropriate lamps on the right orleft side of the vehicle.

Referring now to FIG. 6A, a wiring diagram showing an embodiment of astrobe module 300 according to aspects of the present disclosureinstalled into the two-pin flasher system of FIG. 5 is shown. Here theexisting thermal hazard flasher 506 has been replaced with the strobemodule 300 of the present disclosure. As mentioned above, the strobemodule 300 in the present embodiment interacts with the existing systemvia only two-pins. In the present embodiment, the additional the groundlead is utilized 406. The remaining inputs and outputs of the strobemodule 300 (e.g., described with respect to FIG. 4) may be left unusedor the strobe module 300 may be manufactured only with the inputs andoutputs needed. In the configuration of FIG. 6A, when the hazard switch501 is activated, the strobe module 300 will drive the signal lamps at astrobing rate previously described. Thus, in the present configuration,the strobe module 300 stands in for the replaced hazard flasher 506.

Referring now to FIG. 6B, a wiring diagram showing an embodiment of thestrobe module 300 installed differently into a two-pin flasher system isshown. One advantage of installing the strobe module 300 in the mannershown in FIG. 6B is that the strobe module 300 is only connected tobattery power when activated by the hazard switch 501. This can preventa potential drain on the vehicle battery that could result from thecontinuous operation of the internal microcontroller and othercomponents of the strobe module 300. Here, outputs from the switch 501selectively connect the battery connection 404 of the strobe module 300to the power. When the strobe module 300 in the present configuration isprovided with power, the front left lamp output 430, rear left lampoutput 432, front right lamp output 438, and rear right lamp output 440are utilized to drive the individual respective front and rear turnsignals rather than driving all of them simultaneously via the hazardsignal out indicator 446 (which is unused in the configuration of FIG.6B). Left meter output 434 may be utilized to drive the left turnindicator 512 and the right meter output 442 may be used to drive theright turn indicator 540.

Referring now to FIG. 7A, a wiring diagram of a three-pin flasher systemis shown. It should be understood that the three-pin flasher system ofFIG. 7 is only an example and that other three-pin flasher systems mayexist. In the three-pin flasher system, the existing flash relay 706provides cycling power on an output based upon a setting of an ignitionswitch 702 and a hazard switch 701. Three-pin flasher systems generallyprovide at least a front left turn signal 102, a rear left signal 106, afront right signal 108, and a right rear signal 112. A turn signalindicator 710 may also be provided. Under normal operation the turnsignals are controlled by the turn signal switch 705 which may comprisea turn signal stalk next to a steering wheel. When power is on at theignition switch 702, the left or right side signal lights may beperiodically activated via the flash relay 706. The hazard switch 701may be utilized to provide a cyclic flash via the flash relay 706 to allof the signal lights.

Referring now to FIG. 8, a wiring diagram showing an embodiment of astrobe module 300 according to aspects of the present disclosureinstalled into the three-pin flasher system of FIG. 7 is shown. Here,the flash relay 706 has been replaced by the strobe module 300 of thepresent disclosure. The battery lead 404 is connected to the hazardswitch 701 and the signal out indicator 444 and the hazard signal outindicator 446 are connected both into the relay system of the hazardswitch 701 and the turn signal switch 705. This allows the strobe module300 to serve as the provider of both strobing effects when the hazardswitch 701 is activated as a signaling light provider when the turnsignal switch 705 is activated.

Referring now to FIG. 9, a wiring diagram of a four-pin flasher systemis shown. With the four-pin flasher system the existing flasher device906 interacts with the remainder of the system via four separate pins.The system of FIG. 9 is more complex than those previously discussed anda single switch 901 may be utilized to activate both signal lights andhazard lights. This may be powered via a fuse block 902 providing bothfull time power and intermittent power based on the position of theignition switch. Some four-pin flasher systems utilize two left frontturn signals or indicator lights 102 and two right front turn signals orindicator lights 108. Single right rear turn signals 112 and left rearturn signals 106 are utilized. Each of these may be wired into thecombination switch 901. However, the flashing of the signal lights iscontrolled by the existing flasher 906.

Referring now to FIG. 10, a wiring diagram showing placement of thestrobe module 300 of the present disclosure into the four-pin flashersystem of FIG. 9 is shown. Here, the strobe module 300 is connected viathe combination switch 901 both on the ignition connection 402 and thebattery connection 404. Indication to activate hazard lights by thecombination switch 901 activates both the battery connection 404 and theignition connection 402 of the strobe module 300. In turn, the strobemodule 300 provides a strobing signal on hazard signal out indicator446. The hazard signal out indicator 446, having been connected in placeof the previous flash output, will cause the associated signal lights tobe driven in the previously described strobing fashion.

Referring now to FIG. 11, a wiring diagram of a five-pin flasher systemis shown. Five-pin flasher systems provide five-pin connections to anexisting flasher module 1106. As of previous embodiments a fuse box 1102may be connected to the existing flasher module 1106 to provide powerboth when the ignition is on, as well as a full-time connection. Theexisting flasher module 1106 controls the flashing of both the turnsignals and the hazard flashers based on position information receivedfrom a multi-function switch 1105. The multi-function switch 1105provides selective power to some or all of the left front signal light102, the right front signal light 108, the left rear signal light 106,and the right rear signal light 112.

Referring now to FIG. 12, the five-pin flasher system of FIG. 11 isshown with the strobe module 300 of the present disclosure insertedtherein. The strobe module 300 takes the place of the flasher module1106 of the existing system. When the ignition connection 402 and thebattery connection 404 are both powered, the strobe module 300 providesstrobing outputs on the hazard signal output 446 and may provide asignal output on the turn signal output 444. As before, themulti-function switch 1105 is wired to determine which of the signallamps receive the respective signal from the strobe module 300.

Referring now to FIG. 13, a wiring diagram of an eight-pin flashersystem is shown. The eight-pin flasher system of FIG. 13 interacts withthe existing flasher relay 1306 via eight separate pins. A turn switch1305, which may be associated with a steering column mounted stalk,signals to the existing flasher relay 1306 whether a left or right turnsignal has been activated. The existing relay then provides theappropriate flashing output on either the left or right side signallights. A separate hazard flasher switch 1301 indicates to the existingflasher relay 1306 when a hazard condition has been signaled in theflasher relay 1306 illuminates all of the signal lights in thetraditional flashing manner.

Referring now to FIG. 14, a wiring diagram showing the eight-pin flashersystem of FIG. 13 equipped with a strobe module 300 according to aspectsof the present disclosure is shown. Here, the strobe module 300 isconnected to an ignition power switch via ignition connection 402 and isconnected to the battery via battery connection 404. The groundconnection 406 is also utilized. Outputs from the existing turn signalswitch 1305 are provided in the case of the left turn signal to the leftturn signal switch input 412 and in the case of the right turn signal tothe right turn signal input 414. The separate hazard switch input low410 is provided since the shown eight-pin flasher system activates thehazard flasher by grounding the pin. Based upon the signal received oninputs 412, 414, 410 the strobe module 300 acts either as a turn signalactivating only the left or right side lights or acts as a flash moduleand provides a strobing output on all of the signal lights. These mayinclude left side lamps 102, 104, 106 and right side lamps 108, 110,112. It will be appreciated that the strobe module 300 may have outputsdedicated to each of the individual lamp positions as previouslydescribed. These may each be used or only one may be used for each sideof the vehicle.

Referring now to FIG. 15, a wiring diagram of a flasher systemcontrolled by a BCM is shown. As previously described, BCM systems arenot necessarily well documented. However, based on functions provided byvarious BCMs, certain internal components are known (for example, asshown, interior to BCM 1510). Typically, a BCM will receive inputs bothfrom a hazard switch 1506 as well as turn signal indicators. Left sideoutputs 1512 controls the left side lamps 102, 104, 106 and a right sideoutput 1514 may control right side lamps 108, 110, 112.

Referring now to FIG. 16A, a wiring diagram showing the strobe module300 of the present disclosure installed in a BCM system is shown. In theinstallation of FIG. 16A, the strobe module 300 may be required to beseparately connected to the ignition by the ignition connection 402 andto the battery by the battery connection 404. The strobe module 300 thenintercepts the output from the BCM 1510 to determine when signal lightsor hazard lights have been activated. All or only part of theconnections available on the BCM input block 306 may be utilized. Thesemay include a front left lamp input 418, a rear left lamp input 422, aleft mirror lamp input 426, as well as the corresponding inputs on theright side of the vehicle such as the front right lamp input 414, therear right lamp input 422, and the right mirror lamp input 428.Similarly, depending upon the particular configuration all or perhapsonly some of the lamp driving outputs of the strobe module 300 may beutilized. For example, regarding the left side of the vehicle, the leftmirror lamp output 416, the front left lamp output 430, the rear leftlamp output 432, and/or the meter output 434 may be utilized. Withregard to the right side of the vehicle, the right mirror lamp output436, the right front lamp output 438, the right rear lamp output 440,and/or the meter output 442 may be utilized. Lamps may include but arenot limited to the left front lamp 102, left mirror lamp 104, and leftrear lamp 106. On the right side, the lamps may include but are notlimited to the front right lamp 108, the front mirror lamp 110, and theright rear lamp 112.

Referring now to FIG. 16B is a wiring diagram showing an embodiment of astrobe module installed into the BCM controlled flasher system of FIG.15 via modification of a microcontroller. As previously described, andas known to those of skill in the art, the BCM 1510 may comprise one ormore microcontrollers or central processing units 1602. The CPU 1602 mayexecute the logic associated with the various functions of the BCMincluding, but not limited to, operation of the signal lights and hazardlights. Here, the BCM 1502 is configured to directly control thestrobing functions of the hazard lights as described herein (in contrastto the system of FIG. 16A where the strobing functions are implemented“downstream” of the BCM). This may be accomplished by an auxiliary chip1604 that may contain memory and instructions for proper timing of thehazard lights (e.g., a strobe effect or effects). Such an auxiliary chip1604 may be wired to the BCM 1510 or CPU 1602 directly or maycommunicate with the BCM 1510 or CPU 1602 via a bus (not shown) such asa controller area network (CAN) bus (many vehicles today are alreadyequipped with a CAN bus). In another embodiment, additional chips ormemories are not needed as the BCM 1510 contains all of the necessarylogic and timing information to drive the vehicle lights in a strobingfashion in response to inputs from the hazard switch and/or signalstalk.

It should be understood that the various configurations described aboveand illustrated in FIGS. 5-16B employing various embodiments of strobemodules according to the present disclosure are illustrative only, andshould not be taken as exhaustive. One of skill in the art can developadditional configurations employing the functions and abilities ofvarious embodiments of strobe modules (e.g., strobe module 300)described herein.

In operation, once installation is complete, and depending upon theexisting vehicle circuitry and the limitations inherent therein, morethan one strobe pattern may be accessed and activated by the driver oruser. For example, upon an initial activation of the strobe module 300in the context of deployment of a hazard switch, the strobe module 300may be programmed to flash in the traditional manner (e.g., with a cycleof about 2 Hz). A second press of activation of the vehicle's hazardswitch (e.g., hazard switch 206 of FIG. 2) may result in the strobemodule switching from a slow cycle to a strobing cycle (e.g., around 8Hz). Further options can be embedded or programmed into strobe module(e.g., using the microcontroller 102) such as strobe pattern that movesfrom right to left or vice versa. One such pattern is illustrated inFIG. 17 where the left side lights strobe briefly and then cease whilethe right side lights strobe slightly longer before the cycle repeats.This is suggestive that traffic or other observers of the hazard lightsshould move to the right. A similar pattern can be developed to suggestmovement to the left as shown in FIG. 18.

An exemplary state diagram corresponding to the operation of the strobemodule 300 is shown in FIG. 19. In some embodiments, continued pressesof the hazard switch are needed to cycle the strobe module, as shown inFIG. 19. An off state is shown at 1902. A single button press 1901 orswitch throw (e.g., deployment of the hazard switch 206) may move thestrobe module 300 to a traditional flashing configuration 1902. Fromhere, another press 1901 moves the strobe module 300 to a strobe 1904.In some embodiments, further presses 1901 move the module 300 to a rightto left strobe 1906 and a left to right strobe 1908. However, dependingupon the switch gear available in the existing vehicle into which thestrobe module 300 is installed, a single, long press 1910 of the hazardswitch may be used to reset the strobe module to off 1902 from any otherstate. In another embodiment, cycling or interrupting the power supplyto the strobe module through the ignition (e.g., ignition connection402) may be employed to “reset” the strobe module 300.

Referring now to FIG. 20, a block diagram of a strobe module 2000according to aspects of the present disclosure is shown. Referring alsoto FIG. 21, a schematic input/output diagram of the strobe module 2000is shown. The strobe module 2000 is substantially similar to the strobemodule 300 previously described but has additional inputs and outputs asdescribed herein. The strobe module 2000 has the ability to incorporateadditional vehicle lighting that is not a part of usual signal lightsetup of the vehicle into which it is installed. The additional lightingmay be purpose-specific (installed specifically to be a part of thestrobe effect) but, perhaps more importantly, may be lights that alreadyhave a function or use by the subject vehicle. For example, theadditional lighting may include headlights, taillights, fog lights,marker lights, brake lights, internal lights or others. Such lightingthat already has a purpose or use on the vehicle may be referred to asmulti-purpose lighting. In other words, the multi-purpose lighting hasan existing use on the vehicle, but will gain an additional use byconnection to the strobe module 2000, namely, a strobing function. Fromthe point of view of the strobe module 2000, the multi-purpose lightingmay be considered multi-purpose auxiliary lighting since it is not apart of the normal standard flasher system that is being augmented orreplaced by the functionality provide by the strobe module 2000.

As shown in FIG. 21, the strobe module 2000 may provide an auxiliarylight output 2102 that may be used to selectively illuminate or strobeone or more multi-purpose auxiliary lights. In some embodiments, morethan one auxiliary light output may be provided. With all auxiliarylight outputs, the function of the associated light (which may be one ormultiple LEDs) may be to strobe when activated by the output 2102. Inthis way, the multi-purpose light can be made to strobe along with theexisting vehicle hazard flashers, thereby increasing the visibility andutility of the systems of the present disclosure. As previouslydescribed, the strobe module 300 is capable of strobing lights associatewith one side of the vehicle or the other independently (e.g., togenerate a left to right strobe or vice versa). The strobe module 2000provides the same ability and it may associate the one or more auxiliarylight outputs 2102 with either or both “banks” of strobing lights. Inother words, the auxiliary light output 2102 may be activated when theleft side outputs 416, 430, 432, and/or 434 are activated, when rightside outputs 436, 438, 440, and/or 442 are activated, or when eitherleft or right side outputs are activated. In some embodiments, theauxiliary light output 2102 may be activated alone, or independently ofthe left side outputs 416, 430, 432, and/or 434 or right side outputs436, 438, 440, and/or 442.

Although the auxiliary light output 2102 could be used to power a lighthaving no additional purpose (e.g., a light or set of lights purposelyinstalled only for strobing), the auxiliary light output 2102 isutilized in other embodiments to control or strobe a light that mayalready be configured to operate in an existing circuit. In oneparticular embodiment, the auxiliary light output 2102 may be used toactivate a vehicle's existing high center mounted stop lamp (CHMSL). Theexisting CHMSL (or any other auxiliary light) could be disconnected fromits original circuit and simply used as a part of the strobing systemsof the present disclosure. However, it may be strongly preferred to notonly provide strobing operations to the existing light, but also toretain its original function.

As one possible means for allowing consideration and integration of theexisting function of the auxiliary multi-purpose light, the strobemodule 2000 may provide an auxiliary light input 2104 that accepts inputthat would otherwise signal or power the associated auxiliarymulti-purpose light. This input 2104 may be utilized to signal thestrobe module 2000, and specifically the microcontroller 302, when theexisting vehicle systems indicate that the auxiliary multi-purpose lightshould be activated or illuminated whether the strobe module 2000 iscurrently employing the associated auxiliary multi-purpose light in astrobing capacity or not.

Referring now also to FIG. 22, a schematic diagram of an OR functionimplemented by the strobe module 2000 of the present disclosure isshown. The function of the OR circuit 2200 is represented here logicallyby the OR gate 2202 (although as explained further below it may not beimplemented by a digital gate but by mechanical relays, solid staterelays, field effect transistors, bipolar junction transistors, or anyother switching scheme that is appropriate for reliable operation of thesystem). In operation, the circuit 2200 accepts the auxiliary lightinput 2104 as one input to the OR gate 2202. A second input to the ORgate is generated internally (e.g., by the microcontroller 302) andbecomes active when the strobe module 2000 operates to strobe whateverlight or lights may be connected to the auxiliary light output 2102.

The OR circuit 2200 may be implemented within the same physicalpackaging as the other components of the strobe module 2000, or may beimplemented externally. Again, the illustrated OR gate 2202 is only alogical representation. Physically, the OR gate 2202 and thefunctionality of the circuit 2200 may be implemented via mechanicalrelays, solid state relays, field effect transistors, bipolar junctiontransistors, or any other switching scheme that is appropriate forreliable operation of the system.

Referring now to FIG. 23, a wiring diagram of the strobe module 2000installed into a five-pin flasher system and additionally controlling ahigh center mounted stop lamp (CHMSL) as a multi-purpose auxiliary lampis shown. It should be understood that the CHMSL is only one option fora multi-purpose auxiliary lamp and the strobe module 2000 is capable ofutilizing additional or different multi-purpose auxiliary lamps orlights associated with the vehicle into which the strobe module 2000 isinstalled. The five-pin flasher system before modification with thestrobe module 2000 can be seen back in FIG. 11. The five-pin flashersystem including modification with the strobe module 300, that did notinclude auxiliary light control, can be seen in FIG. 12.

Except where otherwise indicated, the strobe module 2000 integrates withthe five-pin system similarly to the manner in which the strobe module300 does. In the case of the strobe module 2000 having auxiliarymulti-purpose light controls, the auxiliary light input 2104 of the ORcircuit 2200 is connected to the power lead or signal that wouldnormally feed to the CHMSL. An internal strobe signal 2204 feeds intothe logical OR gate 2202 along with the input 2104. If either of theseinputs 2104, 2204 are active, the gate 2202 provides a signal or poweron the multi-purpose auxiliary output 2102 resulting in illumination ofthe CHMSL.

From the described arrangement, it should be understood that theapplication of the brake pedal in the vehicle in which the strobe module2000 is installed will always result in steady illumination of the CHMSLas a user would expect. Only if the CHMSL is not otherwise activated bythe vehicle will the strobe module 2000 be able to activate the same. Inthis way, function of any auxiliary lamp or light is only enhanced bythe strobe module 2000. The CHMSL or any other auxiliary multi-purposelamp to which the strobe module 2000 is connected may be strobeactivated along with the existing hazard flasher lights. In cases wherethe hazard lights are strobed in groups (e.g., left to right or right toleft) the auxiliary multi-purpose lamp may be strobed along with one ofthese groups, or may be strobed as its own groups (e.g., left, center,then right strobe, or vice versa). In some embodiments the connectedauxiliary multi-purpose lamps may be strobed alone. It should beappreciated that all of these functions may be controlled by thevehicle's existing hazard switch (e.g., hazard switch 206 of FIG. 2).The functions may be activated by sequential presses or activations ofthe switch 206 such that additional controls or switchgear are notrequired to be installed in the user's vehicle. However, in cases wherea user desires multiple controls or switches, the same could beinstalled and accommodated by the strobe module (300 or 2000) but at theexpense of interior vehicle modifications that may not be desirable.

In some embodiments, the strobe module 2000 is activated solely by theswitch 260 but may be controlled via Bluetooth or another wirelessprotocol. The wireless module 316 may be used to allow a user to set orselect a particular strobe pattern or protocol. For example, with asingle press of the switch 216 the traditional hazard flashers may beactivated. Using wireless communication, the user might select that theCHMSL should be strobed while the existing hazard lights are flashed.The user might also select that all connected lights should strobe, orthat a left to right or right to left pattern should be implemented. Itshould be understood that not only a CHMSL, but any auxiliary lightmight be employed in a similar manner by the strobe module 2000.

The strobe module 2000 can be integrated into any type of existinghazard flasher system in a similar manner as the strobe module 300previously described. Further, in any system where deployment of anauxiliary or auxiliary multi-purpose lamp or light is desired (or aplurality of these), the same may be wired an implemented as shown inFIG. 23, for example. Once the strobe module 2000 is installed into theexisting vehicle system as described herein, the multi-purpose auxiliarylights may be integrated by connecting the existing output from theexisting vehicles system to these lights to the auxiliary input 2104associated with the strobe module 2000 and the lights themselvesconnected to the output 2102. In this way, the original function of therespective auxiliary light is retained while it is also employed as partof the strobing function of the strobe module 2000.

Referring now to FIG. 24, a wiring and schematic diagram illustratingfurther implementation options for the strobe module 2000 of the presentdisclosure installed into a five-pin flasher system and additionallycontrolling an CHMSL. However, the CHMSL is exemplary only and themulti-purpose auxiliary lighting that may be connected as shown in FIG.24 is not limited to an CHMSL. FIG. 24 represents one option forisolating and protecting the function of the CHMSL (or othermulti-purpose auxiliary light) while incorporating the same into thestrobing functions of the strobe module 2000. The OR circuit 2200 (whichmay be integrated physically with the rest of the strobe module 2000 ormay be physically separate as needed) provides the auxiliary input 2104for taking the output that would otherwise go directly to the CHMSL orother multi-purpose auxiliary light. As a part of the OR circuit 2200,this input 2104 feeds into an optoisolator 2402. The connection from theinput 2104 feeds to a light emitting diode (LED) 2403 internal to theoptoisolator 2402. If necessary, the LED 2403 may be grounded through aresistor 2405. When the input 2104 becomes active or energized the LEDproduces photons which are detected by a paired phototransistor 2104.When the phototransistor 2104 is activated by the LED 2403, current andvoltage are provided at the output 2102 to power the CHMSL or otherauxiliary lighting device. The voltage and current to power the output2102 may be provided through the power supply module 310, or from aseparate full time or ignition switched connection to vehicle power.

In parallel with the phototransistor 2404 is a second transistor 2406which may be activated to allow current flow by the internal circuitryof the strobe module 2000 (e.g., it may be controlled directly via themicrocontroller 302). Internally this may be denoted as strobe signal2204.

It should be appreciated that the OR circuit 2200 as shown in FIG. 24allows for the original function of the CHMSL or other multi-purposeauxiliary light to be achieved via the optoisolator 2402 (whether aflash, steady state, or other) while the same device can be activated bythe strobe module 2000. Naturally, as long as either the existingvehicle systems or the strobe module 2000 activate the CHMSL or othermulti-purpose auxiliary light, the same will illuminate. It should alsobe appreciated that a steady state illumination by the vehicle systemswill override any strobe or any intermittent activation on the part ofthe strobe module 2000. Thus, existing vehicle functions of the CHMSL orother multi-purpose auxiliary light or not coopted, but only enhanced.

Referring now to FIG. 25, another wiring and schematic diagramillustrating further implementation options for a strobe module 2000 ofthe present disclosure installed into a five-pin flasher system andadditionally controlling a high center mounted stop lamp is shown. Herethe OR circuit 2200 comprises a pair of single pole, single throw (SPST)relays 2502 and 2504. The relay 2502 accepts the input 2104 and, uponactivation of the same by the vehicle, closes to supply power andvoltage to the CHMSL or other auxiliary light on output 2102. Similarly,relay 2504 closes upon input from the strobe signal 2204. It can beappreciated that if either relay 2502, 2504 closes as a result ofactivation of input 2104 or strobe signal 2204, respectively, the output2102 becomes energized. Thus the system functions substantially similarto that of FIG. 24.

Referring now to FIG. 26A a wiring diagram illustrating the strobemodule 2000 installed with a BCM flasher system and controlling an CHMSLis shown. The system of FIG. 26A is shown prior to modification in FIG.15 above. It is also shown after installation of the strobe module 300(without CHMSL or other auxiliary control) in FIG. 16A. Here in FIG. 26Ait can be seen that the strobe module 2000 may be installed into a BCMbased system in a substantially similar manner as the system 300 withrespect to existing hazard lights. The strobe module 2000 is shown inFIG. 26 with additional control over an CHMSL 120. As with previousembodiments, the CHMSL is exemplary of a multi-purpose auxiliary lightbut other multi-purpose auxiliary lights may be connected in a similarfashion for inclusion with the strobe functions of the strobe module2000.

Here, the existing output to the CHMSL 120 is shown as output 2604 froma brake light activation circuit 2602 activated by a driver or vehicleoccupant pressing the brake pedal. This output now becomes input tobrake signal input 2104 feeding into the OR circuit 2200 or the strobemodule 2000. It should be understood that whether the BCM itselfcontrols the CHMSL 120 or whether it is controlled by a separate systemor circuit of the automobile (e.g., brake light activation circuit2602), the strobe module 2000 accepts the vehicle's normal output to theCHMSL 120 into input 2104. As previously described the OR circuit 2200(which may be internal or external to the rest of the strobe module2000) activates output 2102 in response to either an internal strobesignal (e.g., from the microcontroller 1602) or activation of the input2104. Thus, as shown, the strobe module 2000 has functional control overall lights or lamps existing in the vehicle's signal light or hazardlight circuit as well as the CHMSL 120 or other multi-purpose auxiliarylights. Thus the strobe module 2000 can provide strobing functionalityas described herein on a BCM controlled automobile setup including bothsignal or hazard lights as well as the CHMSL and/or other auxiliary ormulti-purpose auxiliary lights. Any multi-purpose auxiliary lights willretain their original function (whether as a brake light or otherwise)as well as partake in strobing functionality when they are not otherwisedeployed.

FIG. 26B is a wiring diagram showing an embodiment of a strobe modulehaving multi-purpose auxiliary light control capabilities installed intoa BCM controlled flasher system via modification of a microcontroller.Similar to the embodiment shown in FIG. 16A, modifications to theexisting functions of the BCM 1510 may be accomplished by an auxiliarychip 1604 that may contain memory and instructions for proper timing ofthe hazard lights (e.g., a strobe effect or effects). Again, such anauxiliary chip 1604 may be wired directly to the BCM 1510 ormicrocontroller 1602 or may communicate via a bus (not shown) such as aCAN bus. In order to integrate one or more multi-purpose auxiliarylights into a strobing program, one of the outputs from the BCM 1510that provides a strobing output must be connected to such multi-purposeauxiliary light. Such a multi-purpose auxiliary light might be fed byone of the now strobe capable outputs to the existing vehicle flashers(e.g., one or more of 102, 104, 106, 102, 110, or 112).

On the other hand, in some embodiments, a separate strobe capable output2610 from the BCM 1510 may feed into OR circuit 2200 to the strobesignal lead 2204. Output 2604 from brake activation circuit 2602 isconnected to brake signal input 2104. In this manner, strobe activationmay be controlled entirely by the BCM 1510 and one or more multi-purposeauxiliary lights, such as the CHMSL 120, may be integrated into thestrobe functions while retaining its original function as well.

In another embodiment, additional chips or memories are not needed asthe BCM 1510 contains all of the necessary logic and timing informationto drive the vehicle lights (including the new output 2610) in astrobing fashion in response to inputs from the hazard switch and/orsignal stalk. It should be appreciated that where the BCM 1510 can bemade to control the strobing functions directly (either via auxiliarychip 1604 or by original programming or coding of a microcontroller), aseparate OR circuit 2200 or may still be necessary to allow themulti-purpose auxiliary lights to be made a part of the strobingfunctions without loss of their original function. In cases of controlof multi-purpose auxiliary lights exclusively by the BCM 1510 (e.g.,where separate function of the auxiliary light is not needed or intendedto be shared with another circuit such as a brake light circuit) allfunctionality might be achieved exclusively by programming,reprogramming, or augmented the logic on board the BCM 1510.

Referring now to FIG. 27, a frontal view of a remote vehiclecommunication and hazard beacon 2700 according to aspects of the presentdisclosure is shown. The beacon 2700 may serve to augment features andfunctionality of various strobing and light-based communication systemsaccording to the present disclosure. In some embodiments, the beacon2700 operates in coordination with a vehicle's on-board strobing hazardor communication lights as described herein (e.g., 300, 1500). Inanother embodiment, the beacon 2700 is a stand-alone item. In suchcases, the beacon 2700 may provide for strobing and communicationfeatures as described herein, even if the hazard or signal lights of theassociated vehicle do not provide enhanced features (e.g., they do notstrobe). Further, the beacon 2700 may be deployed for warning purposeseven if the lights, signal lights, hazard lights, brake lights, etc. ofthe associated vehicle have become damaged from impact or other causes.Thus, in various embodiments, the beacon 2700 provides for bothaugmentation and redundancy (backup) to the associated vehicle and itsability to signal emergencies or otherwise communicate hazardseffectively.

In the illustrated embodiment, the beacon 2700 provides a resilient body2702. The body 2702 may be formed from a polymer or a combination ofmetals, alloys, and polymers. In some embodiments, various componentsmay comprise rubberized portions, or may be provided with rubberizedprotectors, to increase resiliency and impact resistance.

The body 2702 may be generally in the shape of a warning or cautiontriangle. Even when not illuminated, it may comprise high visibilitycolors such as red, orange, or fluorescent colors and having contrastingcolors or appearance. The body 2702 may provide contrasting segmentssuch as an outer, darker triangle 2704, surrounding a lighter, outertriangle 2708, surrounding a darker, inner triangle 2706, surrounding alighter, inner triangle 2710. In some embodiments, the light/darksegments are reversed. In some embodiments, the light and/or darksegments are highly reflective so as to draw attention when illuminatedexternally, even if the device 2700 is powered off. The light/darksegments may be formed from contrasting materials, or may comprise thesame or similar underlying materials with paint, appliques, stickers,reflective tape, or other mechanisms to increase contrast.

The apices of the outer triangle 2704 may provide selectivelyilluminated corner lights 2712. In some embodiments, these lights 2712comprise LED lights with strobing capability. In some configurations,each of the lights 2712 operates in unison. In other embodiments, thelights may be selectively operable to as to provide directionalsignaling, chase patterns, or other high visibility communication cues.The lights 2712 may provide the same or a different color compared tothe dark segments 2704, 2706 and light segments 2708, 2710.

As described further below, the beacon 2700 may be communicativelycoupled to a vehicle such that the lights 2712 are configured to strobewhen the associated vehicle's lights strobe. In other embodiments, thebeacon 2700 may strobe even if the associated vehicle's on-board lightshave only the ability to flash at the standard slower rate.

In further embodiments, entire segments of portions of the body 2702 mayilluminate and/or strobe. For example, the darker triangle portions2704, 2706 may be strobe enabled (along with, or separately from thelights 2712). In yet further embodiments, the lighter portions 2708,2710 may strobe or illuminate in a different color from the darkerportions 2704, 2706. In some embodiments, light or dark segments maystrobe while the others remain steadily illuminated or strobe or flashat a different rate. The different segments (2704, 2706, 2708, 2710) maycomprise back-illuminated lenses, LED panels, or another arrangement forproviding a high visibility glow or illumination (strobing ornon-strobing) of the entire segment.

Referring now to FIG. 28, a quartering perspective view of the remotevehicle communication and hazard beacon 2700 of FIG. 17 is shown. Thebeacon 2700 may be self-stabilized when placed on a ground surface suchas a shoulder of a roadway. To that end a leg 2802 may be extendablefrom the back, possibly near the top, of the body 2702. In someembodiments, additional braces 2804 may provide for additional contactwith the ground surface to increase stability even further. Legs 2802and braces 2804 may be foldable to reduce storage size of the beacon2700.

In various embodiments, the beacon 2700 remains in communication withthe associated vehicle. A tether 2806 may be provided for supplyingcontrol signals and/or power from the associated vehicle. The tether2806 may be considered an interface to the vehicle 100 or its wiringharness to detect when an emergency event has been signaled (eithermanually or automatically). In some embodiments, the beacon 2700 ispowered with an on-board power supply (e.g., such as a battery). In someembodiments, the beacon 2700 is controlled via wireless technology(e.g., such as Bluetooth). In such case, the tether 2806 may only benecessary for charging, and is not necessarily connected to the vehicle(or the beacon 2700) during operation.

Referring now to FIG. 29 a side view of a remote vehicle communicationand hazard beacon 2700 deployed from a vehicle 100 onto a roadway 2902according to aspects of the present disclosure is shown. The beacon 2902is shown as having deployed from an open trunk of the vehicle 100, butthe trunk lid 2902 is not necessarily open the entire time the beacon2700 is active. In fact, for improved visibility it may be preferable tolower or close the trunk lid 2902 when the beacon 2700 has beendeployed. In various embodiments, the beacon 2700 may be placed towardoncoming traffic a distance “D” from the vehicle 100. The distance “D”may be established by statute, regulation, or by exigencies orconvenience of the circumstances.

The beacon 2700 may become active (e.g., illuminating or strobing) assoon as it is removed from the vehicle, as soon as it is placed aminimum distance from the vehicle, as soon as the trunk 2902 opens withthe vehicle running, when the vehicle's own hazard lights are deployed,when the tether 2806 is disconnected from the car 100 or the beacon2700, when the kick stand or leg (2802, FIG. 28) is deployed, or basedon other events. In further embodiments, the beacon 2700 may beactivated with a separate manual switch (not shown) either attached tothe beacon 2700, or remote therefrom, and then operate in concert or onsynchronization with the vehicle's own hazard lights.

Referring now to FIG. 30, a rear view of a vehicle 100 with a pair ofremote vehicle communication and hazard beacons 2700 mounted for storageor deployment in the trunk according to aspects of the presentdisclosure is shown. In some embodiments, one or more beacons 2700 maybe provided with a vehicle 100. Beacons 100 may be mounted to the insideof the trunk lid 2902 such that they will be visible any time the trunklid 2902 is open. In this manner, some degree of enhanced safety isprovided as soon as the trunk lid 2902 is open. Even when stored in thetrunk (or elsewhere) the beacons 2700 may begin to strobe when thevehicle's own hazard lights are activated.

It should be understood that the location and positioning of the beacons2700, both on, in, and away from the vehicle, is not necessarily limitedto the illustrated locations. In some embodiments, one or more beacons2700 is provided with magnetic mounts, suction mounts, adhesives, orother implements that allow the beacon 2700 to be affixed at virtuallyany location on the vehicle 100 or elsewhere. In some embodiments, auser may deploy one or more beacons 2700 on the vehicle, and one or moreremotely from the vehicle to maximize the warning or communicationfunction. It should also be understood that the storage locationillustrated (e.g., the trunk) is not exhaustive as to potentiallocations. Beacons may be stored or provided in glove compartments,consoles, the engine compartment, a spare tire compartment, or otherlocation associated with the vehicle 100 and suitable for ready accessby a driver or operator.

In additional embodiments, the beacon 2700 may be provided such that itautomatically deploys from a conspicuous location on the vehiclefollowing an accident or based upon user activation of the hazard lightsto strobe. In some embodiments, the beacon 2700 is configured to lieflat or substantially flush on a portion of the associated vehicle 100(e.g., the roof, hood, trunk, bumper, windshield pillar or the like) andthen deploy (e.g., lift or move to a position of high visibility) underspring loaded tension or using a mechanical or electromechanicalactuator when needed or activated.

Referring now to FIG. 31, a simplified wiring diagram 3100 for a remotevehicle communication and hazard beacon according to aspects of thepresent disclosure is shown. As discussed previously, a vehicle may beprovided with a BCM 1510 or other microelectronic or microprocessordevice for controlling strobing functions associated with hazard lights.Again, this BCM 1510 may be a factory supplied component or replaced ormodified by aftermarket methods or means. Accordingly, the BCM 1510 maycontrol not only the vehicle's on-board hazard lights (102, 106, 108,112) but also (possibly) the CHMSL 120 (via OR gate 2202) and the one ormore beacons 2700 that may be associated with the vehicle.

Here, the tether 2806 is shown to have a functional division betweenlead 2806A, which is a communication and control link with the BCM 1510and lead 2806B which may be a power lead to a battery or other powersource. In cases where the beacon 2700 has an on-board battery or powersupply the power lead 2806B may not be connected all the time, and thebeacon 2700 retains full functionality. Similarly, in embodiments wherethe beacon 2700 is controlled wirelessly, the communication and controllink 2806 may not always be a physical wire, but may represent wirelesscontrol commands and signals.

Referring now to FIG. 32 as schematic diagram of the internalcomponentry of the beacon 2700 and its operation with respect to variousactivation strategies is shown. The beacon 2700 includes the body 2702and the various components thereof that may be activated individually orin unison (e.g., outer triangles 2704, 2708, inner triangles 2706, 2710,corner lights 2712). In some embodiments, the beacon 2700 is controlledinternally by a microcontroller 3206 that is functionally connected tosuch subcomponents of the body 2702 to control illumination (necessaryresistors, amplifiers, and supporting circuitry as is known in the artare not shown).

In some embodiments, the beacon 2700 functions only as a part of thevehicle 100 an its associated electrical system. In such cases, the BCM1510, for example, may control the components of the body 2700 such thata separate microcontroller 3206 is not needed or not utilized. In suchcases, the beacon 2700 may only be able to function while it remainselectrically connected to the vehicle (e.g., by tether 2806). However,in some embodiments, the beacon 2700 can function independently from thevehicle 100 and may therefore provide some degree of independentfunctionality. In such cases, an on-board power supply 3202 may beprovided for powering the beacon 2700 if power from the vehicle 100 isdepleted, disconnected, damaged, or otherwise unavailable. The on-boardpower supply 3202 may comprise a battery or one or more battery cellsbased on various battery chemistries.

The beacon 2700 may include a wireless communication module 3208 thatincludes an antenna, amplifier, and other components needed for wirelesscontrol and/or communication. In some embodiments, the microcontroller3206 may comprise a system-on-a-chip device that includes wirelessfunctionality such that a separate wireless module 3208 is note needed.The wireless module 3208 (or microcontroller 3206) may implement Wi-Fi,Bluetooth, or another wireless protocol. In some embodiments, controlsignals are received from the vehicle 100 wirelessly instead of, or inaddition to, the tether 2806. The beacon 2700 may also receive controlsignals from a personal wireless device such as a smartphone 3210 orother device. In such cases, a smartphone 3210 may pair with the beacon2700 via Bluetooth or another protocol and provide a simple app forturning the beacon on or off or activating other functions (e.g., strobepatterns the like).

The beacon 2700 may attach to the vehicle 100 via the tether 2806.However, the tether 2806 may be detachable such that the beacon 2700 isnot restriction to being deployed any particular distance from thevehicle 100. In some embodiments, the tether 2806 provides both powerand control signals to the beacon 2700. The tether may comprise multipleleads (as shown in FIG. 31, for example). In some embodiments, abreakable connected 3220 or plug detects when the beacon 2700 has beendetached from the associated vehicle 100. The microcontroller 3206 mayautomatically activate the beacon 2700 in a steady state illumination, aflashing mode, or a strobing mode in response to being detached from thevehicle 100. In some embodiments, following a detachment, the beacon2700 may attempt to make or establish a wireless link with the vehicle100 or a paired mobile device (e.g., smart phone 3210) to determine ifthe vehicle 100 or user has instituted an emergency signal or activitysuch that the beacon should activate (e.g., light, flash, or strobe). Insome cases, the BCM 1510 or other microcontroller associated with theon-board vehicle lights signals to the beacon 2700 via tether 2806and/or wirelessly when it should activate and in what mode (e.g., steadyillumination, flash, strobe, directional strobe, etc.).

Referring now to FIG. 33, another frontal view of the beacon 2700 isshown. Here, various additional subdivisions of the lighted portions ofthe beacon 2700 are delineated. The corner lights 2712 are hereconsidered as separate top light 2712′, right light 2712″, and leftlight 2712′. Each of these lights may be separately activated by themicrocontroller 3202 (or BCM 1510, etc.) in order to provide directionalor even chase effects within the lights 2712′, 2712″, and 2712′″.Similarly, outer triangle 2704 is subdivided into right segment 2704′,bottom segment 2704″, and left segment 2704′. Outer contrasting triangle2708 is subdivided into right segment 2708′, bottom segment 2708′″, andleft segment 2708′. Inner triangle 2706 may comprise right segment2706′, bottom segment 2706″, and left segment 2706′″. The inner mostcontrasting triangle 2710 may be similarly subdivided but there may bediminishing effect from further subdivision of the smallest triangle(s).

The various subdivisions allow for left-to-right and to right-to-leftsignal and strobe displays. Chasing effects can also be implemented. Insome case, the triangle subcomponents (left, right, bottom) complementthe strobing or lighting program of the corner lights 2712′ 2712″,2712′″. Adjacent triangles 2704, 2708, 2706, 2710 or their subsegmentsmay flash or strobe in alternating layers (for example, triangle 2704may illuminate in unison with triangle 2706, and alternately withtriangle 2708 and triangle 2710). It will be appreciated thatadditional, more finely grained lighting arrangements may be implementedwith the subdivision of the triangles into the segments as discussedabove.

The beacon 2700 may also be divided into left and right sides as shownby dividing line 3302 (this may result in further subdivisions ofsegments 2704″, 2708″, 2706″ a triangle 2710, for example). This thebeacon 2700 may be operated in additional right-to-left, or left-toright operational modes. It is understood that the microcontroller 3206(or BCM 1510, for example) may have a separate control lead to eachdiscrete segment or subsegment of the beacon body 2702 to enable thisfine-grained control. It should also be understood that the beacon body2702 could have a different shape altogether, which would requiredifferent divisions than those discussed. However, the general upwardpointing triangular shape of the body 2702 as shown may haveadvantageous in that this is already widely recognized as a cautionsymbol.

Referring now to FIG. 34, a hazard beacon 3400 installed onto a vehiclewindow according to aspects of the present disclosure is shown. Thebeacon 3400 provides the same or similar functionality of the beaconspreviously discussed (e.g., beacon 2700). Accordingly, it may provide abeacon appliqué 3402 rather than a solid body. The appliqué 3402provides the same functionality in terms of visual communication as thebody 2702 and therefor may have contrasting outer triangles 2704, 2708and contrasting inner triangles 2706, 2710. These may be furthersubdivided as discussed above. Corner lights 2712 may be provided aswell. As with previous embodiments, various strobing, flashing, andsteady state illumination patterns may be implemented on the beacon3400.

The appliqué 3402 may comprise a plurality of separately controllabletranslucent or transparent LEDs as are known in the art. For example,inner triangles 2706, 2710, outer triangles 2704, 2708, and cornerlights 2712 (or their subdivisions) may be separately illuminated andcontrollable by microcontroller 3206 and/or BCM 1510. The appliqué 3402may be applied to the vehicle glass such as rear window 3406 or embeddedtherein. Power to the beacon 3400, and particularly the appliqué 3404may come from various leads embedded with, or applied to the glass, witha defroster element 3408.

In another embodiment, the beacon 3400 comprises only the outline of oneor more portions (inner triangles 2706, 2710, outer triangles 2704,2708, and corner lights 2712) of the appliqué 3404 with very thin LEDstrips that may or may not be translucent. In either event, the driver'sview through the rear window 3406 is not substantially impaired but thebenefits and advantages associated with safety beacons according to thepresent disclosure still obtain.

It is to be understood that the terms “including”, “comprising”,“consisting” and grammatical variants thereof do not preclude theaddition of one or more components, features, steps, or integers orgroups thereof and that the terms are to be construed as specifyingcomponents, features, steps or integers.

If the specification or claims refer to “an additional” element, thatdoes not preclude there being more than one of the additional element.

It is to be understood that where the claims or specification refer to“a” or “an” element, such reference is not be construed that there isonly one of that element.

It is to be understood that where the specification states that acomponent, feature, structure, or characteristic “may”, “might”, “can”or “could” be included, that particular component, feature, structure,or characteristic is not required to be included.

Where applicable, although state diagrams, flow diagrams or both may beused to describe embodiments, the invention is not limited to thosediagrams or to the corresponding descriptions. For example, flow neednot move through each illustrated box or state, or in exactly the sameorder as illustrated and described.

Methods of the present invention may be implemented by performing orcompleting manually, automatically, or a combination thereof, selectedsteps or tasks.

The term “method” may refer to manners, means, techniques and proceduresfor accomplishing a given task including, but not limited to, thosemanners, means, techniques and procedures either known to, or readilydeveloped from known manners, means, techniques and procedures bypractitioners of the art to which the invention belongs.

The term “at least” followed by a number is used herein to denote thestart of a range beginning with that number (which may be a rangerhaving an upper limit or no upper limit, depending on the variable beingdefined). For example, “at least 1” means 1 or more than 1. The term “atmost” followed by a number is used herein to denote the end of a rangeending with that number (which may be a range having 1 or 0 as its lowerlimit, or a range having no lower limit, depending upon the variablebeing defined). For example, “at most 4” means 4 or less than 4, and “atmost 40%” means 40% or less than 40%.

When, in this document, a range is given as “(a first number) to (asecond number)” or “(a first number)—(a second number)”, this means arange whose lower limit is the first number and whose upper limit is thesecond number. For example, 25 to 100 should be interpreted to mean arange whose lower limit is 25 and whose upper limit is 100.Additionally, it should be noted that where a range is given, everypossible subrange or interval within that range is also specificallyintended unless the context indicates to the contrary. For example, ifthe specification indicates a range of 25 to 100 such range is alsointended to include subranges such as 26-100, 27-100, etc., 25-99,25-98, etc., as well as any other possible combination of lower andupper values within the stated range, e.g., 33-47, 60-97, 41-45, 28-96,etc. Note that integer range values have been used in this paragraph forpurposes of illustration only and decimal and fractional values (e.g.,46.7-91.3) should also be understood to be intended as possible subrangeendpoints unless specifically excluded.

It should be noted that where reference is made herein to a methodcomprising two or more defined steps, the defined steps can be carriedout in any order or simultaneously (except where context excludes thatpossibility), and the method can also include one or more other stepswhich are carried out before any of the defined steps, between two ofthe defined steps, or after all of the defined steps (except wherecontext excludes that possibility).

Further, it should be noted that terms of approximation (e.g., “about”,“substantially”, “approximately”, etc.) are to be interpreted accordingto their ordinary and customary meanings as used in the associated artunless indicated otherwise herein. Absent a specific definition withinthis disclosure, and absent ordinary and customary usage in theassociated art, such terms should be interpreted to be plus or minus 10%of the base value.

Thus, the present invention is well adapted to carry out the objects andattain the ends and advantages mentioned above as well as those inherenttherein. While the inventive device has been described and illustratedherein by reference to certain preferred embodiments in relation to thedrawings attached thereto, various changes and further modifications,apart from those shown or suggested herein, may be made therein by thoseof ordinary skill in the art, without departing from the spirit of theinventive concept the scope of which is to be determined by thefollowing claims.

What is claimed is:
 1. A device comprising: a body comprising aplurality of selectively lighted segments; and a tether connecting theplurality of lighted segments to an electrical system of a vehicle;wherein the plurality of selectively lighted segments illuminate in astrobing manner in response to a strobe signal from the vehicleelectrical system.
 2. The device of claim 1, further comprising amicrocontroller that receives the strobe signal and controls theillumination of the plurality of selectively lighted segments in thestrobing manner.
 3. The device of claim 2, further comprising a powersupply powering the microcontroller and the plurality of selectivelylighted segments when the tether becomes disconnected from theelectrical system of the vehicle.
 4. The device of claim 3, wherein themicrocontroller automatically illuminates the selectively lightedsegments in a strobing manner when the tether becomes disconnected fromthe electrical system of the vehicle.
 5. The device of claim 2, furtherwherein the microcontroller receives the strobe signal wirelessly. 6.The device of claim 1, wherein the plurality of selectively lightedsegments form a shape of contrasting nested triangles.
 7. The device ofclaim 6, further comprising a stand that holds the body upright on asurface.
 8. A system comprising: an interface to a vehicle wiringharness configured to detect that vehicle emergency indicators have beendeployed; a plurality of separately strobe capable light segmentsforming a hazard symbol; a microcontroller controlling operation of theplurality of separately strobe capable light segments; wherein themicrocontroller activates the plurality of separately strobe capablelight segments in a strobing manner in response to detection thatvehicle emergency indicators have been deployed.
 9. The system of claim8, wherein the interface to a vehicle wiring harness comprises awireless interface providing the detection that vehicle emergencyindicators have been deployed.
 10. The system of claim 8, wherein theinterface to a vehicle wiring harness is a wired tether to the vehicle.11. The system of claim 10, wherein the microcontroller can detectdisconnection of the tether and activates the plurality of separatelystrobe capable light segments in a strobing manner in response todetection of disconnection of the tether.
 12. The system of claim 11,further comprising an on-board power supply that can power themicrocontroller and the plurality of separately strobe capable lightsegments.
 13. The system of claim 8, wherein the hazard symbol comprisesa warning triangle.
 14. The system of claim 13, wherein the plurality ofseparately strobe capable light segments forming a hazard symbol arearranged into nested triangles having contrasting appearance when notilluminated.
 15. The system of claim 14, wherein the plurality ofseparately strobe capable light segments forming a hazard symbolilluminated a contrasting appearance when strobed.
 16. The system ofclaim 8, wherein the plurality of separately strobe capable lightsegments forming a hazard symbol comprise a plurality of thin LED stripsaffixed with respect to a panel of automotive glass on the vehicle. 17.The system if claim 8, wherein the plurality of separately strobecapable light segments forming a hazard symbol are translucent.
 18. Thesystem of claim 8, wherein the plurality of separately strobe capablelight segments forming a hazard symbol are transparent.
 19. A systemcomprising: a plurality of light segments each being capable of steadystate illumination, flashing illumination, and strobing illumination;and a microcontroller that illuminates the plurality of light segmentsin a strobing manner in response to an emergency event indication from avehicle.
 20. The system of claim 19, wherein: the microcontroller canreceive the emergency event indication wirelessly and via a tetheredconnection to the vehicle; and when the vehicle indicates, themicrocontroller strobes the light segments in an alternating pattern toindicate a direction.